EP3726183A1 - Verfahren zur positionsbestimmung und orientierung eines fahrzeugs - Google Patents

Verfahren zur positionsbestimmung und orientierung eines fahrzeugs Download PDF

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EP3726183A1
EP3726183A1 EP20169161.5A EP20169161A EP3726183A1 EP 3726183 A1 EP3726183 A1 EP 3726183A1 EP 20169161 A EP20169161 A EP 20169161A EP 3726183 A1 EP3726183 A1 EP 3726183A1
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Prior art keywords
vehicle
orientation
vector
magnetometer
components
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EP20169161.5A
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English (en)
French (fr)
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EP3726183B1 (de
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Christophe Villien
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Commissariat a lEnergie Atomique et aux Energies Alternatives CEA
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Commissariat a lEnergie Atomique CEA
Commissariat a lEnergie Atomique et aux Energies Alternatives CEA
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C17/00—Compasses; Devices for ascertaining true or magnetic north for navigation or surveying purposes
    • G01C17/38—Testing, calibrating, or compensating of compasses
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
    • G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C25/00—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass
    • G01C25/005—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass initial alignment, calibration or starting-up of inertial devices
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R33/00—Arrangements or instruments for measuring magnetic variables
    • G01R33/0023—Electronic aspects, e.g. circuits for stimulation, evaluation, control; Treating the measured signals; calibration
    • G01R33/0035—Calibration of single magnetic sensors, e.g. integrated calibration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/45—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement
    • G01S19/47—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement the supplementary measurement being an inertial measurement, e.g. tightly coupled inertial
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R33/00—Arrangements or instruments for measuring magnetic variables
    • G01R33/02—Measuring direction or magnitude of magnetic fields or magnetic flux
    • G01R33/0206—Three-component magnetometers

Definitions

  • a method and system for determining the position and orientation of a vehicle is provided. It also relates to a method and a module for calibrating a magnetometer for implementing the method for determining the position and the orientation of the vehicle. It also relates to an information recording medium for the implementation of the calibration method.
  • the use of a magnetometer to obtain the initial estimate of the yaw angle of the vehicle poses some problems.
  • the initial estimate of the yaw angle should be provided at system start-up and be as accurate as possible. In fact, the worse the initial estimate of the yaw angle, the slower the convergence of the fusion algorithm towards a precise estimate of the position and orientation of the vehicle.
  • the invention aims to provide such a method for determining the position and orientation of a vehicle in which the accuracy of the initial estimate of the yaw angle is improved.
  • inventions of this method of determining the position and orientation of a vehicle may include one or more of the features of the dependent claims.
  • the subject of the invention is also an information recording medium, readable by a microprocessor and comprising instructions for carrying out a calibration phase of the claimed method, when these instructions are executed by the microprocessor.
  • the subject of the invention is also a location system according to claim 10.
  • the figure 1 represents a vehicle 2 capable of moving on land, sea or in the air.
  • the vehicle 2 can therefore be a motor vehicle, a train, a boat, an airplane or any other similar vehicle.
  • the vehicle 2 is equipped with means 4 of propulsion.
  • the vehicle 2 is also equipped with a system 6 for locating this vehicle.
  • This system 6 is able to determine the position and the orientation of the vehicle 2 in a land reference R T.
  • the terrestrial reference R T is fixed without any degree of freedom to the earth.
  • the reference R T comprises three axes which are typically orthogonal to one another.
  • a mobile frame R b is also fixed without any degree of freedom to the vehicle 2.
  • This frame R b has three axes mutually orthogonal, denoted respectively x b , y b and z b .
  • the axes x b and y b are in a horizontal plane and the axis z b is vertical.
  • the position of the vehicle 2 in the frame R T is expressed by the latitude L, the longitude ⁇ and the altitude h of the origin of the frame R b .
  • the orientation of the vehicle 2 is expressed by the angle ⁇ of yaw ("yaw angle” in English), the angle ⁇ of pitch (“pitch angle” in English) and the angle ⁇ of roll (“roll angle”) in English) of the reference R b with respect to the reference R T.
  • the position and orientation determined by the system 6 are generally transmitted to a piloting station 8 to guide or assist in guiding the vehicle 2 to a predefined destination.
  • Station 8 can be a manual and / or automatic pilot station.
  • the position and the determined orientation are transmitted to a man-machine interface to assist a human being in the piloting of the means 4 of propulsion.
  • the determined position and orientation are automatically converted into commands for piloting the propulsion means 4, then transmitted automatically to these propulsion means 4.
  • the system 6 comprises a satellite geolocation unit 10 and an inertial navigation unit 12.
  • Unit 10 is known by the acronym GNSS (“Global Navigation Satellite System”.
  • Unit 10 is here a single-antenna geolocation unit and not a multi-antenna geolocation unit. Unit 10 is therefore incapable) to measure the absolute orientation of the vehicle 2 in the reference R T from the signals transmitted by the satellites.
  • Unit 12 is known by the acronym INS (“Inertial Navigation System”.
  • Unit 12 comprises in particular a triaxial accelerometer 14 and a triaxial gyrometer 16. Thanks to these sensors, the unit 12 is able to measure the variation of the orientation of the vehicle 2. On the other hand, the unit 12 is also incapable of directly measuring the orientation of the vehicle 2 in the reference R T.
  • the system 6 comprises a programmable electronic computer 20.
  • This computer 20 is able to acquire the measurements of units 10 and 12 and, from these measurements, in determining the position and orientation of the vehicle 2 in the reference R T.
  • the computer 20 comprises a microprocessor 22 and a memory 24 comprising the instructions and the data necessary for the implementation of the methods described with reference to figures 2 and 3 .
  • the memory 24 comprises the instructions of a module 26.
  • the module 26 notably executes a fusion algorithm capable of establishing, from a previous estimate of the position and orientation of the vehicle 2 and new measurements. of the units 10 and 12 acquired since this previous estimate, a new estimate of the position and the orientation of the vehicle 2.
  • the fusion algorithm also establishes for each new estimate of the position and the orientation of the vehicle 2, a margin of error on this estimate.
  • the fusion algorithms are well known to those skilled in the art. For example, the interested reader can once again refer to the previously cited book by Groves.
  • the fusion algorithm performs the fusion of the measurements of units 10 and 12 to obtain more accurate estimates of the position and orientation of vehicle 2 which if, for example, only the measurements of unit 10 were used to determine position and only the measurements of unit 12 were used to determine the orientation of vehicle 2.
  • module 26 uses the measurements at the both of unit 10 and unit 12.
  • this fusion algorithm is implemented in the form of a Kalman filter.
  • the system 6 therefore additionally comprises a magnetometer 30 connected to the computer 20.
  • the magnetometer 30 is a triaxial magnetometer, that is to say it has three non-collinear measurement axes, fixed in the reference R b . Here, these three measurement axes are parallel, respectively, to the three axes x b , y b and z b of the reference R b .
  • Each measurement of the magnetic field carried out by this magnetometer 30 comprises three components each encoding the amplitude and direction of the orthogonal projection, on a respective measurement axis, of the magnetic field which passes through the magnetometer 30 at the moment when the measurement is carried out.
  • the group formed by the three components measured by the magnetometer 30 is called hereafter “raw measurement vector” and denoted B raw .
  • the memory 24 includes values 32 by default for the scale and offset coefficients used to correct the raw components of the vector B raw .
  • these default values are never updated during the use of the 30 magnetometer.
  • the memory 24 also includes pre-recorded data used to correct the raw components of the vector B raw .
  • these pre-recorded data are current values 34 for the scale and offset coefficients.
  • the current values 34 are regularly updated when using the magnetometer 30 so as to constantly adapt them to the context in which the magnetometer 30 is used.
  • the vector B raw is preferably corrected using the current values 34 rather than using the default values 32.
  • the vector obtained after the correction of raw components of the vector B raw is called “measurement vector corrected” and noted B C.
  • the components of the vector B C are called "corrected components".
  • the memory 24 also includes the instructions of a module 36 for calibrating the magnetometer 30.
  • the memory 24 also includes a prerecorded model 38 of the geomagnetic field.
  • the model 38 associates with each position likely to be occupied by the vehicle 2, the three components of the geomagnetic field present at this position.
  • the group formed by the three components of the geomagnetic field is hereinafter called “reference vector” and noted B 0 .
  • Each of the components of the vector B 0 codes the amplitude and the direction of the orthogonal projection, on a respective axis of the reference R T , of the geomagnetic field.
  • model 38 is the model known by the acronym IGRF ("International Geomagnetic Reference Field").
  • the use of the system 6 is broken down into successive periods of activity separated from one another by periods of inactivity.
  • the system 6 is not active, that is to say it does not determine the position and orientation of vehicle 2.
  • the units 10 and 12 and the magnetometer 30 do not perform any measurement and do not transmit any measurement to the computer 20.
  • the computer 20 therefore does not perform any processing on these measurements.
  • These periods of inactivity usually last several minutes or several hours or several days.
  • the current values 34 of the scale and offset coefficients estimated during a previous period of activity are kept in the memory 24.
  • the memory 24 is a non-memory. volatile.
  • the system 6 is off or on standby.
  • the units 10 and 12 and the magnetometer 30 deliver new measurements to the computer 20 which processes them to determine the position and the orientation of the vehicle 2 as a function of these new measurements.
  • These periods of activity are linked one after the other and are each separated from one another by a period of inactivity of varying length.
  • the figure 2 represents a period of activity.
  • the period 46 begins with a phase 48 for initializing the system 6.
  • This phase 48 begins immediately after the activation of the system 6, that is to say typically just after it has been powered on.
  • the computer 20 tests whether the value of an indicator I CF is greater than or equal to one.
  • the value of this I CF indicator is stored in memory 24. If the value of the I CF indicator is less than one, in the following operations, the default values 32 of the scale and offset coefficients are used to correct. the vector B raw . Conversely, if the value of the indicator I CF is greater than or equal to one, during the following operations, it is the current values 34 which are used to correct the vector B raw .
  • the value of the I CF indicator is zero.
  • the computer 20 makes an initial estimate of the orientation of the vehicle 2 as well as, optionally, an estimate of other parameters.
  • the computer 20 can estimate coefficients scale and offset for other sensors of the system 6 as for the sensors 14 and 16.
  • the computer 20 can estimate coefficients scale and offset for other sensors of the system 6 as for the sensors 14 and 16.
  • the magnetometer 30 measures the magnetic field which passes through it and delivers a first vector B raw to the computer 20.
  • each component of the vector B C is obtained by multiplying the component of the vector B raw measured for the same measurement axis by the scale coefficient associated with this measurement axis and by adding to it the offset coefficient associated with the same axis of measurement.
  • An example of a formula for obtaining the vector B C from the vector B raw is given below by relation 3).
  • the vector B C like the vector B raw , is expressed in the frame R b .
  • the values of the scale and offset coefficients used during this operation 54 are either the default values 32, or the current values 34 depending on the result of the test carried out during operation 50.
  • the unit 10 measures the position of the vehicle 2 in the reference R T. During operation 56, for this, the unit 10 provides an initial estimate of the position of the vehicle 2 in the reference R T , for example, without using the measurements of the unit 12 and of the magnetometer 30.
  • the vector B 0 corresponding to the initial position measured during the operation 56 is obtained by using the model 38. It will be noted that during the operation 56, it is not necessary to d 'use the merge algorithm. Indeed, given that the geomagnetic field varies quite slowly at the surface of the earth, at this stage, an approximate knowledge of the position of the vehicle 2 with, for example, a margin of error of less than 50 km or 100 km or 1000 km, is sufficient to obtain a precise estimate of the vector B 0 . Typically, the precision on the estimation of the initial position by the unit 10 is much less than 50 km. For example, it is generally less than 50 m or 10 m.
  • the initial estimate of the yaw angle is constructed from the vector B C obtained at the end of the operation 54.
  • the vectors B C and B 0 correspond to the same field geomagnetic but expressed in, respectively, the marks R b and R T. It is therefore possible to determine the yaw angle of the vehicle 2 and therefore of the reference R b with respect to the reference R T , from the angle formed by the vector B C with the axes of the reference R b .
  • phase 70 of using the system 6 begins.
  • the module 26 repeatedly estimates the position and the orientation of the vehicle 2 by repeating, for example at regular intervals, the execution of the fusion algorithm. This phase 70 then lasts until the end of the period 46 of activity and therefore until the start of a next period 76 of inactivity.
  • the merge algorithm is initialized.
  • the initialization of the fusion algorithm consists in particular in loading initial values for the position and orientation of vehicle 2. These initial values serve as a starting point for this fusion algorithm to then establish, with more precision, this position and this orientation of the vehicle 2.
  • the initial values loaded during operation 72 are those obtained at the end of the initialization phase 48.
  • the yaw angle is initialized using the value obtained at the end of operation 60.
  • the fusion algorithm is executed repeatedly by the module 26. More precisely, each time new measurements of the unit 10 and / or of the unit 12 are acquired by the computer 20, the fusion algorithm is executed to update the estimate of the position and the orientation of the vehicle 2.
  • the margin of error or the precision on the new estimate of the orientation is given here by the values of three standard deviations noted, respectively, ⁇ ⁇ , ⁇ ⁇ and ⁇ ⁇ .
  • the standard deviations ⁇ ⁇ , ⁇ ⁇ and ⁇ ⁇ correspond to the standard deviations on the estimates, respectively, of the yaw angle ⁇ , of the pitch angle ⁇ and of the roll angle ⁇ .
  • the start of the use phase is often called the "alignment phase".
  • the alignment phase begins with the start of the execution of the fusion algorithm and ends when the precisions on the estimates of the angles of yaw ⁇ , of pitch ⁇ and of roll ⁇ are sufficient.
  • the repetitions of operation 74 end only when the current activity period 46 ends and the new inactivity period 76 begins. For example, the repetition of operations 74 ends when the system 6 is turned off.
  • the greatest difficulty during phase 50 is to obtain a precise estimate of the yaw angle of the vehicle 2.
  • the initial estimate of the roll and pitch angles is, for example, obtained at from the measurements of the accelerometer 14.
  • the system 6 to obtain an initial and reliable estimate of the yaw angle, the following operations are carried out
  • phase 80 of calibrating magnetometer 30.
  • Phase 80 can begin as soon as vector B 0 has been obtained and module 26 has established an estimate of the orientation of vehicle 2
  • the purpose of phase 80 is to improve the calibration of the magnetometer 30, that is to say to improve the current values 34 of the scale and offset coefficients so that, during the next execution of the operation 54, the vector B C obtained is more precise than if the default values 32 had been used. Indeed, even after its manufacture and its installation in the system 6, the magnetometer 30 is often exposed to numerous external events which temporarily or permanently modify its operation. Thus, over time, the default values 32 become worse and it is possible to determine new current values which allow better correction of the vector B raw and therefore obtaining a more accurate vector B C.
  • the phase 80 begins with a step 81 of measuring the magnetic field by the magnetometer 30 and acquisition of the vector B raw by the computer 20. Then, during the following steps, the vector B raw mentioned corresponds to the vector B raw measured. and acquired during this step 81. During this step 81, the module 36 also acquires the estimate of the orientation of the vehicle 2 and the margin of error on this estimate established during the most recent iteration of the operation 74.
  • test 1) four tests, called respectively test 1), test 2), test 3) and test 4), are carried out during step 82.
  • Test 1 consists in verifying that the precision on the current estimate of the orientation of the vehicle 2 is sufficiently precise. Indeed, the values of the angles of yaw, pitch and roll estimated by the fusion algorithm are used when updating the scale and offset coefficients. Consequently, if the precision on the estimates of these angles is not good enough, this can degrade the calibration of the magnetometer 30 instead of improving it. However, the fusion algorithm may take a certain time before providing a reliable estimate of the orientation of the vehicle 2. Thus, it is important to wait until the orientation of the vehicle 2 is estimated. with sufficient precision before determining new current values 34 for the scale and offset coefficients.
  • the value of the threshold S 1 is less than 10 ° or 5 °.
  • the threshold S 1 is chosen equal to 5 °. If test 1) is satisfied, it is because the precision on the estimations of the angles of yaw, pitch and roll are sufficiently precise.
  • Test 2 consists in determining whether there is not a magnetic disturbance temporarily located near the magnetometer 30.
  • a disturbance is called “temporary magnetic disturbance” hereinafter.
  • a magnetic disturber modifies the magnetic field measured by the magnetometer 30 so that the latter does not exactly correspond to the geomagnetic field.
  • a magnetic disturber can be a metal part or a permanent magnet.
  • a temporary magnetic disturber is, for example, a magnetic disturber which moves in the reference R b . If the scale and offset coefficients are updated in the presence of a temporary magnetic disturber, the updated values of these coefficients make it possible to largely eliminate the measurement errors caused by this disturber.
  • the threshold S 2 is less than 40 ⁇ T or 20 ⁇ T.
  • the threshold S 2 is equal to 20 ⁇ T. If test 2) is not satisfied, it is determined that there is a disturber near magnetometer 30.
  • Test 2 has the advantage of being independent of the precision on the estimation of the orientation of the vehicle 2.
  • the difference between the standards is also a function of the internal imperfection of the magnetometer 30 so that the threshold value S 2 cannot be chosen too small.
  • Test 2) is also insensitive to magnetic disturbances which only modify the direction of the magnetic field measured by the magnetometer 30 without modifying the standard thereof.
  • Test 3 is another test which makes it possible to determine whether there is a magnetic disturber temporarily located near the magnetometer 30. This test 3) is more sensitive to the presence of a disturber. To do this, it compares the difference between the components of the vector B raw and estimates of these components. The estimates of the components of the vector B raw are obtained from the components of the vector B 0 and from the current estimate of the orientation of the vehicle 2.
  • the threshold S 3 is less than 4 or 3.
  • the threshold S 3 is equal to 3. If test 3) is not satisfied, it is determined that there is a disturber near the magnetometer 30 .
  • Test 4 consists in verifying that at least the yaw angle of vehicle 2 has been sufficiently modified since the last update of the current values 34. Indeed, when vehicle 2 is in a situation where the angle of yaw remains constant for a long enough time interval, it is useless, even risky, to try to update several times the current values 34 of the scale and offset coefficients during this interval. More precisely, during this interval, it is not possible to know whether a measurement error of the magnetometer 30 must be corrected by modifying the value of a scale coefficient or the value of an offset coefficient. Thus, in this particular situation, a transient disturbance of the measurement of the magnetometer 30 can lead to degrading the calibration of the magnetometer 30 instead of improving it. In addition, in any case, updating the current values 34 in this situation is unnecessary. Test 4) therefore makes it possible to eliminate this risk of degrading the calibration and to avoid unnecessary updates of the current values 34 in such situations.
  • the value of the threshold S 4 is typically less than 5 ° or 2 °. Here, the value of the threshold S 4 is less than 1 °. The value of the threshold S 4 is also preferably greater than 0.5 ° or 1 °. If test 4) is satisfied, it is determined that the yaw angle has not changed sufficiently since the last update of the current values 34.
  • a step 84 is carried out for establishing new ones. current values 34 for the scale and offset coefficients.
  • step 86 the quality of the new estimates of the current values 34 is checked.
  • the module 36 implements two tests called subsequently, respectively, test 5) and test 6).
  • the value of the threshold S 5min is generally less than 1 / s, where s is a number greater than or equal to 1.5 or 2 or 3.
  • the value of the threshold S 5max is itself generally greater than or equal to s.
  • the thresholds S 5min and S 5max are, respectively, equal to 0.5 and 2.
  • condition 5.1 when condition 5.1 is not satisfied by the coefficient 1 / a x , then its value is bounded, that is to say modified to remain within the range [S 5min ; S 5max ]. For this, if the coefficient 1 / a x is less than S 5min , the value of the coefficient a x is automatically modified so that 1 / a x is equal to S 5min . Conversely, if the coefficient 1 / a x is greater than S 5max , the value of the coefficient a x is automatically modified so that 1 / a x is equal to S 5max .
  • the same mechanism of bounding is implemented for the coefficients 1 / a y and 1 / a z .
  • Test 6 consists in verifying that the margin of error on the estimate of one or more of the scale and offset coefficients is sufficiently low for them to be usable for correcting the measurements of the magnetometer 30.
  • the value of the threshold S 6s is generally less than or equal to 1 or 0.5 or 0.33.
  • the value of the threshold S 6s is equal to 0.33.
  • the value of the threshold S 6o is generally less than 10 ⁇ T or 5 ⁇ T or 3 ⁇ T.
  • the thresholds S 6s and S 6o are equal to 0.33 and 3 ⁇ T.
  • the value of the I CF indicator is taken as one.
  • the value of the I CF indicator is taken equal to two.
  • step 86 the method returns to step 81.
  • the calibration of the magnetometer 30 is carried out continuously until the end of the period of activity in progress. If the I CF indicator is greater than or equal to 0 until the end of the current activity period, at the start of the next activity period, the initial estimate of the yaw angle will be obtained using the last current values 34 recorded in the memory 24 during the previous period of activity.
  • the method described here therefore makes it possible in the majority of cases to have current values 34 which allow better correction of the vector B raw and therefore a more precise initial estimate of the yaw angle. This therefore makes it possible to greatly accelerate the convergence of the fusion algorithm towards a precise estimate of the position and the orientation of the vehicle 2.
  • the figure 3 shows in more detail a method of establishing a new estimate of the current values of the scale and offset coefficients. This method is implemented during step 84.
  • this method is described in the particular case where the estimation algorithm used is a linear Kalman filter. Thereafter, the terminology and the notations used correspond to those conventionally used for Kalman filters.
  • B 0 n is the reference vector obtained during the execution of operation 58 and whose components are expressed in the reference R T.
  • B 0 b is the reference vector whose components are expressed in the reference R b .
  • C n b is a rotation matrix which makes it possible to convert the components of a vector expressed in the reference R T into components of the same vector but expressed in the reference R b .
  • This matrix C n b is a square matrix of three rows and three columns.
  • Relation 5 is explained by the fact that the scale and shift coefficients are assumed, as a first approximation, to be constant over time.
  • the typical values of the coefficients ⁇ scale 2 and ⁇ Off 2 are, respectively, 10 -8 and 10 -6 .
  • Y k B raw - H k .
  • X k k - 1 .
  • S k H k . P k
  • the matrix Sk is a diagonal matrix of three rows and three columns.
  • the coefficients of its diagonal are denoted ⁇ Y, x 2 , ⁇ Y, y 2 and ⁇ Y, z 2 and correspond to the square of the coefficients used in test 3).
  • ⁇ MagNoise 2 is the variance of the measurement noise of the magnetometer 30 and of the disturbances of the measured magnetic field.
  • the value of the coefficient ⁇ MagNoise 2 is chosen between 1 ⁇ T and 10 ⁇ T. For example, here, this coefficient is equal to 10 ⁇ T.
  • the equation for updating the estimate of the state vector X k is defined by the following relation: X k
  • k X k
  • the equation for updating the estimate of the covariance matrix of the error is defined by the following relation: P k
  • k I - K k . H k . P k
  • the coefficients ⁇ scale0 and ⁇ Off0 are, respectively, equal to 0.1 and 100 ⁇ T.
  • step 100 If during step 100, the value of the indicator I CF is greater than or equal to one, the vector X 0 and the matrix P 0 are taken equal, respectively, to the last vector X k
  • the coefficients of the matrix H k are updated as a function of the last estimate of the orientation of the vehicle 2. More precisely, it is the rotation matrix C n b which is updated. as a function of this last estimate of orientation. Then, the components B 0, x b , B 0, y b and B 0, z b are calculated by multiplying the vector B 0 n by the updated matrix C n b . Finally, still during operation 104, the innovation Y k and the innovation covariance matrix Sk are calculated using, respectively, relations 10) and 11).
  • the test 3) is executed immediately after the calculation of the new coefficients ⁇ Y, x 2 , ⁇ Y, y 2 and ⁇ Y, z 2 of the matrix Sk. This makes it possible to avoid needlessly perform the following operation.
  • the initial position for obtaining the vector B 0 at the start of a new period of activity can be provided by another system than the satellite geolocation unit 10. For example, if the system 6 is usually stationary during periods of inactivity, the position at the start of the new period of activity is taken equal to the last position estimated during the previous period of activity.
  • the last vector B 0 used during the previous period of use is stored. Then, at the start of the next activity period, it is this vector B 0 stored during the previous activity period which is used. This makes it possible not to have to update the vector B 0 from the position measured by the unit 10 as long as the movements of the vehicle 2 during the present period of activity remain low.
  • the norm of the vector B 0 is considered to be constant.
  • the model 38 can be simplified by memorizing only the data necessary to determine the direction of the vector B 0 as a function of the position and without it being necessary to determine the norm of this vector B 0 . Operations 56 and 58 can therefore be omitted.
  • the vehicle comprises a metallic or magnetic mass that is systematically stationary with respect to the system 6 and which modifies the direction of the geomagnetic field which passes through the magnetometer 30, this disturbance of the geomagnetic field can be directly integrated into the model 38.
  • the initial state vector X 0 when the I CF indicator is equal to zero.
  • the vector X 0 is chosen equal to [1 1 1 0 0 0] T.
  • the value of the scale coefficient of a measurement axis of the magnetometer 30 also depends in a non-negligible way on the components of the magnetic field measured on other measurement axes.
  • the matrix A is not a diagonal matrix and the coefficients of the matrix A which are not located on its diagonal must also be estimated.
  • the state vector X k is enlarged to include the nine coefficients of the matrix A and not only the three coefficients a x , a y and a z of the diagonal.
  • the different equations of the linear Kalman filter must be adapted accordingly.
  • the common frame of reference in which the vector B raw is compared to the vector B 0 is another frame of reference than the frame R b .
  • the common reference is the R T reference.
  • the estimated orientation of the vehicle is used to construct a rotation matrix which makes it possible to convert the components of the vector B raw , expressed in the reference R b , into components expressed in the terrestrial reference R T.
  • the algorithm for estimating the scale and shift coefficients must then be adapted to take into account the fact that the common frame of reference is the frame R T and not the frame R B.
  • the common frame of reference can also be a third frame of reference different from the frames R b and R T from the moment when it is possible to construct, from the determined orientation of the vehicle 2, the rotation matrices which make it possible to express the vectors B raw and B 0 in this common frame of reference.
  • the scale and offset coefficients are set so as to minimize the difference between the vector B C and the vector B 0 b .
  • the estimation algorithm has been described in the particular case where it is a linear Kalman filter.
  • any other estimation algorithm that can solve the same problem can be used.
  • the following algorithms may be cited: an extended Kalman filter, a particle filter, the recursive least squares algorithm known by the acronym RLS ("recursive least squares" ), a maximum likelihood estimator or any other deterministic estimator.
  • the vector B 0 is not not recalculated during the execution of phase 80 of calibration. Conversely, if the measured displacements of the vehicle 2 are large enough to correspond to a significant change in the vector B 0 , then, during phase 80, operation 58 is again executed, this time taking into account counts the position currently estimated by the module 26. Thus, the reference vector used during phase 80 is not necessarily the same as that used during phase 48.
  • test 1 is replaced by a test where only the standard deviation ⁇ ⁇ is compared to the threshold S 1 .
  • the standard deviations ⁇ ⁇ , ⁇ ⁇ and ⁇ ⁇ are each compared to different predetermined thresholds.
  • Test 1 can be modified to use, not the standard deviations ⁇ ⁇ , ⁇ ⁇ and ⁇ ⁇ , but the variances on the estimates of the yaw, pitch and roll angles.
  • a value strictly greater than zero is assigned to the I CF indicator only if all the conditions 6.1 to 6.6 are satisfied.
  • This variant is particularly useful for vehicles liable to exhibit a strong inclination relative to the vertical from the start of the system 6.
  • the yaw angle also strongly depends on the precision of the measurement of the magnetometer on along the measurement axis z b .
  • this variant is useful when the vehicle is a missile on a launch pad.
  • Step 82 can include more or less tests. For example, in a very simplified embodiment, only test 1) is implemented during step 82. In another embodiment, additional tests are implemented during step 82. For example , a test on the accuracy of the estimation of the position of the vehicle 2 is implemented in order to trigger the calibration of the magnetometer 30 only if the position is known with sufficient accuracy. It is also possible to add a test which verifies that the norm of the vector B raw is greater than a predetermined threshold so as to inhibit the updating of the current values 34 in the presence of a geomagnetic field that is too weak. Such a situation can be encountered, for example, in the presence of a disturber which generates a field of an intensity substantially equal to the geomagnetic field but in an opposite direction.
  • test 5 is modified to additionally verify that the new estimates of the values of the shift coefficients are located within predetermined possible ranges of values.
  • test 5) is omitted. In this case, the values of the scale and offset coefficients are not bounded.
  • test 5) is not verified, instead of limiting the new estimates of the values of the scale coefficient, these are not modified but the value of the indicator I CF is taken equal to zero.
  • test 6 is possible. For example, if sufficient precision on the coefficients a x and a y already guarantees by itself a sufficiently precise estimate of the yaw angle, then test 6) can be simplified. For example, test 6) only includes conditions 6.1 and 6.2.
  • step 86 of checking the quality of the calibration is omitted.
  • the value of the I CF indicator is systematically taken equal to two after the execution of step 84.
  • the system 6 described here can be used in other vehicles such as a submarine.
  • vehicle here denotes any object capable of moving and equipped with a system 6 fixed to this object to determine its position and orientation.
  • the vehicle can be a missile, rocket, smartphone, laptop or the like.
  • the magnetometer 30 can be integrated into the inertial navigation unit 12. It can also be presented as an independent component of the unit 12 and mechanically fixed to the unit 12 and to the satellite geolocation unit 10.
  • the magnetometer 30 can be replaced by a biaxial magnetometer, that is to say a magnetometer comprising only two horizontal measurement axes.
  • the magnetometer 30 is replaced by a magnetometer comprising more than three non-collinear measurement axes. In the latter case, some of the measurements are redundant, which can be used to increase the precision of the measurement.
  • the initial estimation of the position of the vehicle can be carried out differently.
  • this initial estimate is carried out by taking into account, in addition to or instead of the measurements of the unit 10, the measurements of other sensors on board the vehicle or the measurements of the unit 12 and / or of the magnetometer 30.
  • the new measurements of the magnetometer 30 are also taken into account to establish each new estimate of the position and the orientation of the vehicle 2.
  • the system 6 comprises other sensors such as a sensor pressure or an odometer, then the fusion algorithm is also modified to take into account the measurements of these other sensors.
  • the data pre-recorded in the memory 24 between two successive activity periods are only the values of the coefficients a x , a y , a z , Off x , Off y and Off z .
  • the current values of the scale and offset coefficients are first calculated from the coefficients a x , a y , a z , Off x , Off y and Off z pre- stored in memory 24.
  • test 2 the characteristic according to which the updating of the scale and offset coefficients of the magnetometer 30 is carried out only if no magnetic disturbance is detected near the magnetometer can be implemented independently of test 1).
  • test 2) or 3 is implemented and test 1) is omitted.
  • Triggering the update of the current values 34 of the scale and offset coefficients only when the margin of error on the estimate of the orientation of the vehicle 2 is less than the threshold S 1 makes it possible to prevent the calibration of the magnetometer 30 from being degraded because of excessive errors in this estimation of the orientation of the vehicle 2.
  • the reliability of the calibration of the magnetometer 30 is therefore improved.
  • the initial estimate of the yaw angle at the start of a subsequent activity period is better, which subsequently accelerates the convergence of the fusion algorithm towards more precise estimates of the position and orientation of the vehicle 2.
  • the updating of the scale and offset coefficients is simple to implement. In particular, it can be implemented when the vehicle 2 is moving and does not require requiring the vehicle 2 to move or to perform movements predetermined in advance.
  • Test 4 avoids unnecessary execution of operation 84. In addition, it reduces the risk that the scale and offset coefficients, determined in a situation where the yaw angle does not vary, may deviate and degrade the calibration of the magnetometer 30.

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US20220042802A1 (en) * 2020-08-10 2022-02-10 Qualcomm Incorporated Extended dead reckoning accuracy
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EP1719975A1 (de) 2004-02-27 2006-11-08 Institutio Nacional de Tecnica Aeroespacial " Esteban Terradas" Sensorfusionssystem und verfahren zur schätzung von position, geschwindigkeit und orientierung eines fahrzeugs, insbesondere eines flugzeugs
US20110238307A1 (en) 2010-03-26 2011-09-29 Mark Lockwood Psiaki Vehicle navigation using non-gps leo signals and on-board sensors
WO2014134710A1 (en) 2013-03-05 2014-09-12 Trusted Positioning Inc. Method and apparatus for fast magnetometer calibration
EP3276302A1 (de) 2016-07-29 2018-01-31 Innovative Solutions & Support, Incorporated Verfahren und system zur kompensation magnetischer weicheisenstörungen in einem mehrfachrichtungsbezugssystem

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FR2915568B1 (fr) * 2007-04-25 2009-07-31 Commissariat Energie Atomique Procede et dispositif de detection d'un axe de rotation sensiblement invariant
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EP1719975A1 (de) 2004-02-27 2006-11-08 Institutio Nacional de Tecnica Aeroespacial " Esteban Terradas" Sensorfusionssystem und verfahren zur schätzung von position, geschwindigkeit und orientierung eines fahrzeugs, insbesondere eines flugzeugs
US20110238307A1 (en) 2010-03-26 2011-09-29 Mark Lockwood Psiaki Vehicle navigation using non-gps leo signals and on-board sensors
WO2014134710A1 (en) 2013-03-05 2014-09-12 Trusted Positioning Inc. Method and apparatus for fast magnetometer calibration
EP3276302A1 (de) 2016-07-29 2018-01-31 Innovative Solutions & Support, Incorporated Verfahren und system zur kompensation magnetischer weicheisenstörungen in einem mehrfachrichtungsbezugssystem

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FR3095041A1 (fr) 2020-10-16
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US11519730B2 (en) 2022-12-06
US20200326189A1 (en) 2020-10-15

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